Brake-equalizing mechanism.



F. D. THOMASON.

BRAKE EQUALIZING MECHANISM.

APPLICATION FILED MAR. 10, 1909.

944,058. Patented Dec.21, 1909.

2 SHEETS-SHEET 1.

F. D. THOMASON.

BRAKE BQUALIZING MECHANISM.

APPLICATION rnmn MAR. 10. 1909.

944,058. Patented Dec.21,1909.

2 SHEETS-SHEET 2.

'IIIIIIIIIIIIII/ UNITED STATES PATENT OEEIQE.

FRANK D. 'II-IOMASON, OF CHICAGO, ILLINOIS.

BRAKE-EQUALIZING MECHANISM.

To all whom it may concern:

Be it known that I, FRANK D. Tnonasox, a citizen of the United States,and a resident of Chicago, in the county of Cook and State of Illinois,have invented certain new and useful Improvements in Brake EqualizingMechanism, of which the following is a clear, full, and exactdescription.

One of the greatest difficulties experienced in the operation of trains,and particularly freight trains, is the equalization of the brakepressure upon the wheels of the cars composing the same. In order tosimultaneously apply the brakes to the wheels of every car of the train,it is customary to maintain an air-pressure of about 20 pounds to thesquare inch throughout the same, and when the brakes are operated thispressure is exerted equally against the wheels of empty cars, as well asthe wheels of loaded cars, which latter vary greatly in weight accordingto the nature and quantity of the commodity or material carried thereby.This pressure applied to the wheels of an unloaded or to lightly loadedcars will stop the wheels from revolving and cause them to skid or slideon the rails and this will not only wear flat places on the treads ofthe wheels but will cause the more heavily loaded cars in which thebrake pressure is insufficient to stop the wheels, to bump into theempties and create a series of shocks and concussions throughout thetrain that is very damaging both to the structure of the cars and thedraft rigging thereof.

The object of my invention is to provide a comparatively simple methodof overcoming this difficulty, which can be applied either to carshaving the ordinary diamond frame car-trucks or cars having swing motioncartrucks or pedestal trucks, regardless of whether the brakes engagethe wheels at points nearest the bolster or central transom of the truckor at points diametrically opposite the same, and which can be dependedupon to exert just the proper maximum braking pressure, automatically,according to the weight of the car-body and the load carried thereby,without stopping the wheels. This I accomplish by the means hereinafterfully described, and as more particularly pointed out in the claims.

In the drawings :Figure 1 is a side view of a car truck embodying myinvention. Fig. 2 is a plan view of one side portion of the same. Fig. 3is a transverse section taken Specification of Letters Patent.

Application filed March 10, 1909.

Patented Dec. 21, 1909.

Serial No. 482,540.

on dotted line S3 of Fig. 1. Fig. I is a diagrammatical view showing, inelevation, a portion of a car-truck embodying a modification of myinvention. Figs. 5 and 6 are, respectively, longitudinal sections of afragment of a pedestal truck, showing a construction of thejournal-boxes and jaws therefor embodying yet another modification of myinvention.

The principle involved in my invention is based upon the automaticmovement of the car-wheels toward the brake-shoes, according to theweight of the ca r and its lead, regardless of the construction of thebraking apparatus.

The truck shown in Figs. 1, and 3 of the drawings embodies the preferredform of my invention. The side-frames A of this ear-truck are,preferably, cast in one piece. and comprise upper and lower arch-barsand column guides, between which latter the ends of the truck-bolster 13extend, and are supported by springs G seated upon the sill of theopening coming between said columngnides. The ends of the side-frames Aextending beyond the vertical end webs 7.: thereof consist of an upperand lower straight horizontal portions, or jaws, a and 1), whoseextremities are, preferably, connected by a bolt 0, which, between saidbars is surrounded by a spacing-sleeve (Z. The space between thevertical end web Z: of the side-frame and the spacing-sleeves d isgreater in width than the width of the journal-box I), placed therein,and each journal-box is provided, in the vertical plane of the saidjaws, a and b, with transverse lugs a. c, projecting up from its uppersurface and transverse lugs 7', that project downward in the sametransverse plane from its flat underside. These lugs embrace thecontacting edges of said jaws and guide the transverse movement of thejournal-boxes toward and from the brake-shoes. These journal-boxes,except in respect to those changes adapting them to move transversely.preferably, correspond in construction to the M. C. B. journal boxes.Just below the horizontal plane of the normal position of thetruck-bolster 13, the guide-columns are provided with bearings forrock-shafts E. which latter extend from side-frame to sideframe. Justnext to the inner surface of the side-frames this shaft E is providedwith horizontally disposed arms F, that extend under the bolster B, andhave their ends curved upward and contacting with the underside of thesame, and said shafts are also provided with upwardly projecting arms Gat each end, which may, if desired, be made integral with arms F and,together therewith, form a bell-crank member. Vertical arms G are,preferably, shorter than arms F, and their upper ends are connected byrods H to the journal-boxes D, preferably, at points between theside-frames and the carwheels; said journal-boxes being provided withlugs J on the side nearest the bolster, in about the same horizontalplane as shaft E, between which the adjacent end of said rod H ispivoted. About midway the height of the vertical end web is of theside-frames, 1 provide sockets for a comparatively small coiled springK, whose other end normally bears and presses outward against theadjacent side of the journal-boxes, to restore them to their originalpositions next sleeve (Z, surrounding bolt 0.

Each end portion of both side-frames of the truck are provided with aset of the above described devices for connecting the bolster to thejournal-boxes, and when the bolster B is depressed, according to theweight supported thereon-whether that weight consists simply of theempty car-body, or of the loaded carthe journal-boxes, the axles Xjournaled therein, and the car" wheels automatically move toward thebrakeshoes L.

The brake-shoes; the brake-shoe holders in which the same are secured,and the brake-beams upon the ends of which said holders are fastened,are constructed and operated just the same, as the standard brakingmechanism now extensively in use, and when the wheels are moved nearerthe brake shoes, the braking pressure exerted by the latter will beproportionately increased. Thus the greater the depression of thebolster, B, by reason of the load carried thereby, the greater will bethe pressure of the brakeshoes on the car-wheel; when, however, thatmaximum effective pressure of the brakeshoes against the car-wheels isreached that will almost stop the wheels from revolving, any furthermovement of the brake-shoes, will push the car-wheels away from thebolster and back toward their original position, and the journal-boxes,through the medium of the connecting-rods H, arms G and rockshafts IE,will move arms F upward, and correspondingly lift the truck-bolster, andthus the pressure exerted by the brakeshoes over and above saideffective maximum braking pressure will expend itself in lifting thebolster and the load carried thereby.

In Fig. 4 I show a modification of my improved mechanism, ashereinbefore described, so as to utilize it in connection withcar-trucks in which the brake-shoes are located and engage thecar-wheels at points diametrically opposite the bolster. Thismodification consists of the same mechanism hereinbefore describedexcepting that the arms G of the bell-cranks extend downward instead ofupward as shown in Figs. 1 and 2 of the drawings. With this slightchange when the arms F are moved downward by the weight of the bolster Band its load, the journal-boxes, through the medium of theconnecting-rods H will be pushed away from the bolster, and brought intocloser juxtaposition with outside brakeshoes L, substantially as shownin said Fig. 4. The operation of this modification is identically thesame, as that of the mechanism first described both as regards theobtaining of the effective maximum pressure of the brake-shoes isconcerned, and the ex penditure of the pressure above that point i tolift the bolster and its load.

In Figs. 5 and 6 of the drawings, I show yet another modifiedconstruction of my invention to adapt it for use in connection withpedestal trucks. Fig. 5 shows the end 2 of the side-frame of a standardpedestal truck, which is, preferably, cast in one 316(16 but which ma bemade in anv man-' ncr desired. The ournal-box 3 supports the ends ofthese side-frames through the medium of springs 41, the lower ends ofwhich latter rest upon a plate 5, which in turn rests upon anti-frictionbars, having a limited rotation upon the upper flat top of saidjournal-box. The jaw, or space between the pedestal horns 7, is widerthan the journalbox, to the extent of the lateral or transverse motionit is desired to permit said journal-box to have, and the inner verticalsurface of the outer horn 7, is provided with one or more recesses 8therein, the top of which is inclined its entire length at an angle of,say, 45 degrees. The opposing vertical wall of the opposite horn 7 isprovided with corresponding recesses 9, 9, whose bottom is inclined atan angle corresponding to the upper side of recesses S. The journalbox 3is provided with lugs or projections 10, that project laterallytherefrom and en ter the recesses 8, and their upper edges correspond tothe inclined edges of said recesses and are engaged thereby. The innerside of the j ournal-boxes are likewise provided with transverseprojections or lugs 12, whose under surfaces are inclined, correspondingto the incline of the bottom of the recesses 9, but these lugs orprojections 12, 12, project in a plane slightly below the plane of theopposite projections 10, and when the journal-boxes are kept normallybearing against the outer horn 7 of the jaw of the pedestal byinterposed flat springs 13 so disposed as not to interfere with theengagement of projections 12 with recesses 9. Now the weight of thecar-body and its load, which is sus tained, through the medium ofsuitable transoms, by the side-frames '2, said side-frames. which causesthe engagement of the inclined surfaces of the recesses 8 against theinclined surfaces of the lugs or projections 10 and moves thejournal-box toward the center of the side-frame, and, cons quentlybrings the treads of the car-wheels nearer the brake-shoes. The effectof this construction is the same as in the preferred construction of myinvention, hereinbefore described, and, therefore the operation thereofneed not here be repeated In Fig. 6 of the drawings I show the samemechanism as is shown and described in connection with Fig. 5, exceptthat the positions of the recesses in the horns of the podestal, and theprojections or lugs of the journal-box engaged thereby are reversed. Theconstruction of my invention shown Fig. (3 is for the purpose of movingthe wheels toward the ends of the truck so as to coiipen ate withbrake-shoes that engage the tread of the same at points farthest fromthe center of the truck.

What I claim as new is 1. Brake equalizing mechanism for cars comprisingbraking apparatus, and a pair of car wheels movable transversely totheir axis.

2. Brake equalizing mechanism for cars comprising braking apparatus, anda pair of car wheels automatically adjustable to and from the brakeelement of said apparatus.

3. Brake equalizing mechanism for cars comprising the braking apparatus,a suitable car-truck, and wheels therefor having a movement independentof said car-truck to and from the contacting brake element of saidapparatus.

%. Brake equalizing mechanism for cars com risin the brakin a 3 aratus asuitable C b 7 ear-truck, and wheels therefor that are automaticallyadjustable to and from the contacting brake element of said apparatusindependent of said car-truck.

5. Brake equalizing mechanism for cars comprising braking apparatus, apair of car-wheels and axle therefor, journal-boxes for said axle, andmeans actuated by the load for moving said journal-boxes to and from thebrake element of said apparatus independent of the medium through whichthe weight of said load is transmitted to said boxes.

6. Brake equalizing mechanism for cars comprising braking apparatus, acartruck, car wheels and axles therefor, journal boxes for said axlesmovable horizontally independently of the ear-truck frame, and meansactuated by the load sustained by said truck for moving saidjournal-boxes to and from the contacting brake element of saidapparatus.

7. Brake equalizing mechanism for cars depress I comprising brakingapparatus, a car-truck having a bolster, springs and side-framessupporting the same, car-wheels and axles therefor, journal-boxes forsaid axles, and means actuated by the vertical movements of said bolsterfor moving said journal-boxes horizontally in said side-frames to andfrom the contacting brake element of said apparatus.

8. Brake equalizing mechanism for cars comprising braking apparatus, acar-truck consisting of a bolster, springs, side-frames havinglongitudinal guide-ways in its ends. journal-boxes movable transverselyin said guide-ways, car wheels and axles therefor jonrnaled in saidboxes, and means actuated by the vertical movements of said bolster formoving said journal-boxes in said guide-way toward and from thecontacting brake element of said apparatus.

9. Brake equalizing mechanism for cars comprising braking apparatus, acartruck consisting of a bolster, springs and sideframes, car-Wheels andaxles, journal boxes therefor, means actuated by the vertical movementsof said bolster for adjustably moving said journal-boxes toward thecon-- tacting brake element of said apparatus, and devices forautomatically returning said journal-boxes to their normal position.

10. Brake equalizing mechanism for cars comprising braking apparatus, acar truck consisting of a bolster, springs therefor, sideframes, carwheels and axles, journal boxes therefor, and means simultaneouslyactuated by the vertical movements of said bolster on both sides of saidtruck for adjustably moving said journal boxes toward the contactingbrake element of said apparatus.

11. Brake equalizing mechanism for cars comprising braking apparatus, acar-truck consisting of a bolster, springs therefor, sideframes, carwheels and axles, journal boxes therefor, and bell cranks supported bysaid side-frames having the horizontal arms thereof engaged by saidbolster, and links connecting the vertically disposed arms of saidbell-crank to said journal boxes and adapted to move said journal boxestoward and from the contacting braking element of said apparatus.

12. Brake equalizing mechanism for cars comprising braking apparatus, acar truck consisting of a bolster, springs and sideframes, car-wheelsand axles, journal boxes therefor, rock shafts the ends of which arejournaled in said side-frames, a bell-crank secured thereto, thehorizontal arms of which engage said bolster, and links con necting thevertically disposed arms thereof to said, journal boxes and adapted tomove the same toward and from the contacting brake element of saidapparatus.

13. In a brake equalizing mechanism a car truck having side-frameshaving openings & 944,058

therein in which the journal boxes are placed and adapted to movetransversely to the axis of the bearings therein independently of saidside-frames.

14. In a brake equalizing mechanism a car truck having side-frameshaving longitudinally disposed openings therein in which the journalboxes are placed and adapted to move transversely to the axis of thebearings therein independently of said sideframes.

15. In a brake equalizing mechanism a car truck having side-frameshaving longitudinally disposed openings the upper and lower opposingedges of the jaws of which constitute guides, and journal boxes havingtransverse lugs projecting from its top and under-side, Which areadapted to be placed in said opening and have the lugs thereof engagesaid guides to direct the transverse movement thereof independent ofsaid sideframes.

In testimony whereof I have hereunto set my hand and seal.

FRANK D. THOMASON. [L. s] Witnesses O. M. \VERNICK, M. E. MARTIN.

